hexagon789

Taking Edinburgh-Glasgow as an example, a five-coach train vice six is better than an outright cancellation and an hour's gap in the service. That's what I was meaning.

Yes, the CO conversions and temporary all set shortening to DBSO+4 was in ScotRail Express days. As I mentioned in my post, it was much rarer in Blue/Grey days. Usually the spare Mk2f 3284 would cover any unavailable vehicle after it appeared from 1982, running as DBSO+4 in those days just seemed quite rare. Perhaps @Flood, @St Enodoc or @Bomag may be in a better position to enlighten...

In 1986, for about 6 months, the sets were reduced to DBSO+4 concurrent with conversion of the FO to CO. This was done to give more spares. By 1987, the sets were back to DBSO+5 except in times of a vehicle needed knocked out due to a failure. In earlier years, when the sets were not as intensively diagrammed it was more unusual for a short-form, but after a depot fire and the use of a Mk2F FO in one set I've noticed very occasionally a DBSO+4 appearing in blue/grey days. After all any train, even if down a coach, is better than no train.

It was because the then newly updated requirements stipulated an accessible toilet for each class of travel and the Voyagers were originally planned to have three classes. 80x series units just have one in each driving trailer.

Except LUMO are Standard Class only, so its a PDTS (Pantograph Driving Trailer Standard). 😉

If it helps, I understand that unlike French or British practice, the ramps are placed slightly after the signal to which they apply.

Integra-signum is very similar to AWS, it is basic, works inductively using magnets and electro-magnets and only works on the basis of an indication at a signal and the driver acknowledging it. Once a 'warning' is cancelled, as with out AWS, there is no further supervision. It provides for slightly different indications: Distant signal - caution Home signal - caution Home signal - danger Like the French 'crocodile', there is no indication given for a clear signal. (With apologies to DaveF for turning his photo thread into a temporary railway signalling thread! 😉)

There is no franchise to lose. Franchises have been abolished; COVID did that. Regardless of whether the GBR project goes ahead or not, most TOCs are basically being operated as direct management contracts. Avanti West Coast operates under such a contract.

No worries, Dave. Just clarifying. Agreed, and also a pity. Perhaps one day... DMSL I would say usually, though internally they usually retained the 2+2 First Class seating - I remember Platform 5 used to note this as why they (in their books) kept the DMCL codes and simply added a * to denote de-classification. I haven't yet found out whether the data panels were repainted to DMSL in practice or not. A lot of detailed work there, but it really will 'make' the set in terns of that added realism you continue to demonstrate here. Very nice to see as, for myself at least, I do appreciate the extra work people put in like this, little things, but they do make a difference and while not everyone might notice them I do and I appreciate them even if others might not!

Fully agreed 👍

Do you mean power cars or actual engines there, sorry? If the latter, the 101s (in common with all the First Generation types bar the 112s and 113s) had two engines on all power cars; the typical Scottish 3-car set thus had four in total - 600bhp. Perhaps I'm just misinterpreting your phrasing, apologies if that's the case.

I certainly would be. I have been through this thread twice from start to finish, but there are so many great photos - I don't think there is enough time to appreciate them all!

They've been having problems with their email, I don't know if they've fixed it yet. You could try Private Messaging @158722 on here as well.

They had the worst punctuality of all the InterCity TOCs until the mid-2000s. While I think it is true to say that no other TOC provided such a step change in service, nor perhaps left such a mark on the modern railway they were not without their faults. The overuse of Rest Day Working is arguably the legacy most felt today, it is at the core of present issues with staffing on the WCML. The fact that so many staff retired at one time as well, compounds issues. How true it is, it is difficult to say, but I have seen more than one report of Euston depot losing nearly 40 traincrew practically overnight to retirements and resignations.

And Virgin relied massively on RDW to make the VHF timetable work. It has been argued in some quarters that that overreliance, some 13 years long, is why Avanti has been in a generally worse situation than ost other long-distance TOCs.

It was mentioned by AVC at the time, that it was intended to mean forward.

To be fair, the 805s and 807s replace the Super Voyagers, and allow for service expansion not replacement of the Pendolinos.

The long term plan with the 80x was for a second Liverpool train per hour. That would be 807. Additionally the revised hourly Birmingham stopper would be 807. The other two Birminghams being revised into a half-hourly pattern and running mostly fast. That replaces the every 20 mins semi-fast approach Virgin introduced. The Liverpool fast would remain 390 but as the second train per hour is nowhere near being introduced, the stopping patterns have all been revised for this December to reflect what can be provided and as part of that the Liverpools run in the paths of the future second service, as bizarre as that sounds, because of stopping pattern.

Hasn't happened yet, the new MU speed profile has not been signed off yet. The WCML remains 110mph non-tilt currently.

They aren't yet. The MU speed profile has not been signed off yet. Liverpool will still be 390s from December btw, just the sectional running times will reflect the anticipated 80x performance.

The Liverpools are retimed for '80x on electric' timings from December, instead of using Class 390 timings.

C3237, Chronicles of Napier has this as 1E01 the 0755 Edinburgh to King's Cross.

Sorry, David. In hindsight I should've addressed that post to yourself for the caption as well as to Market65; it was trying to show how far the 31s did actually work the NW-SW Summer Sat services into the South West.

Remarkably, I've actually found a record of 31407 and 31412 for that very date - 01/07/89: 1V45 0918 Manchester Piccadilly - Paignton (between Bristol TM & Paignton) 1M65 1537 Paignton - Liverpool Lime Street (between Paignton & Birmingham New Street)

Great selection there, amazing really the variety to be had at just one station.